Power transmission



1 Sheets-Sheet 1 J. REECE POWER TRANSMISSION Filed dan. 25 1922 July 10, 1923.

July l0, 1923. 1.461.557

J. REECE POWER TRANSMISS ION Filed Jan. 25, 1922 3 Sheets-Sheet 2 July l0, 1923.

J. REECE POWER TRANsMlssloN Filed Jan. 25 1922 3 Sheets-Sheet F @Ta-EM @uw b, Mmmm@ acwfh/l,

Patented July 10, 1923.

UNITED STATES PATENT OFFICE.

JOHN REECE, 0F BOSTON, MASSACHUSETTS, ASSIGNOR TO BEECE TRANSMISSION COMPANY, OF BOSTON, MASSACHUSETTS, A CORPORATION 0F MAINE.

POWER TRANSMISSION.

Application Med January 25, 1922. Serial No. 531,591.

To all whom it mag/concern.'

Be it known that I, JOHN Ramon, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented certain' new and useful Improvements in Power-Transmission, of which the' following is a specification, reference being had therein tothe accompanying drawing.

This invention is a novel power transmission apparatus adapted to use in vamous situations and for various purposes, for example, as a part of the power transmission mechanism of motor vehicles.

The general object is to provide an im.- proved variable speed transmission for motor vehicles, and more especially to afford a mechanism by which the speed ratio between the engine and the driven parts may be regulated referably semi-automatically to any desired)point between the maximum and minimum. By semi-automatically we mean that once the control lever or pedal of the present invention is positioned for either forward or reverse driving, all fu ture speeds may be regulated by merely opening or closing the throttle of the engine. My .semi-automatic action becomes, when the parts are adjusted, wholly automatic, so that when a greater torque is required hy the driven shaft than the engine is capable of transmitting, the speed ratio will be automatically reduced and the torque increased without any further operatlon on the part of the operator.

Uther objects are to afford a mechanism in which, when running at full or normal speed, by which I mean at unit ratio, there will be re uired no internal motion or change of re ation of the parts; also to give quietness and smoothness of action; to avoid the transmission from the engine to the driven parts of vibratory action in the engine; and to afford a simple and eiective means of reversing the drive. Also it is an object to ailord a transmission mechanism which can be utilized as a lock for preventing the vehicle or machine being moved; also one which will permit free running when set for either forward or reverse drive, for example, when it is desired to allow the car to run freely on a down grade, this being purely automatic in regard to the present invention. Another object is to permit a vehicle to be brought to a stop on an uphill without using a brake or stopping the engine. Other objects and advantages of the invention will be made clear in the` hereinafter following descriptionof one form or embodiment thereof, or will be obvious to those skilled in the art.

To the attainment of the objects and advantages mentioned, the present invention consists in the novel variable speed transmission and the novel features of combination, arrangement, mechanism, design, detail and method herein described or claimed.

Preliminarily it may be stated that my invention involves, in addition to the driving member, and the eventual driven member or shaft, an intermediate rotatable member which is connected in the manner to be described with both the drivin and driven members. Associated with the mtermediate rotatable member or between it and the driven shaft I introduce an elastic or spring connection, which is capable of acting as a reservoir of energy, such that a certain amount of irregularity or intermittency of motion or action in the intermediate member is permitted without materially affecting the steadiness of rotation of the driven shaft, but maintaining a substantially uniform force or torque thereupon. I also provide a certain yielding connection between the driving member and the intermediate member. This is a device of such nature and so arranged with relation to the driving and intermediate members, that at one part of the rotation or cycle of action the driving member, operating through the yielding device, urges forward the intermediate member, whereas at another period or stage of the action, and while the intermediate member is substantially stationary or anchored, the yielding member reasserting itself, applies its energy to a forward im ulse on the driving member. In combinatlon with these described elements, I employ a means for varying, either purely automatically to meet various road conditions, or at the will ofthe operator, the action or leffect of the yielding connection, operating between the driving and intermediate members, in such a way as to enable the advance of the'intermediate member, or rather its average rate of advance, which is irregular, to be increased or diminished. When the ratio is unity, all parts including the intermediate member, rotate together as a unit and without reciprocation or relative change of position. As will be'seen, the mechanism is such as to enable forward driving, free-running, or reverse driving at will to be eiected. Furthermore, when the control lever is positioned for either ahead or reverse driving, the torque is dependent upon4 the s eed of the driving member due to the yielding centrifugal action of the weight or other device carried by same, as will be fully explained. Thus, the operator will control the speed of the machine and also the torque of the driven shaft by merely opening or closing the engine throttle, and in'addition, if the torque required on the driven shaft is greater than that which the engine may transmit, the speed ratio will be automatically reduced. Furthermore, as the torque transmitted by the engine is proportionate tothe square of the speed of same, it is obvious that on a very low speed of the engine almost no torque will be transmitted and, in consequence, the resistance is negligible and the engine cannot stall.

In the accompanying drawings Fig. 1 is a central vertical longitudinal cross-section of a power transmission apparatus embodying the present invention, adjusted with both ratchets held by their pawls, locking the intermediate and driven members against rotation.

Fig.2 is a partial cross-section taken on. the line 2-2 of Fig. 1.

Fig. 3 is a transverse section taken on the line 3 3 of Fig. 1, the arrows showing the direction of rotation assuming forward drive.

Fig. 4 is a transverse section taken on the line 4--4 of Fig. 1.

In part, this case is a continuation of my a plication Serial Number 364,897, filed it arch 11, 1920 for variable speed transmission, and the present case is in part an improvement over the earlier tiled case. Instead of the hydraulic one-way device, serving the purpose of a pawl and ratchet, shown in the prior case, the present case employs a mechanical pawl and ratchet, of a particularly advantageous nature, to insure that the driven parts receive transmitted impuises only in one direction and not in the other. Various other novei features of con struction and operation in the present case will be more fully pointed out. The prior case shows the general principies embodied in a motor vehicle, the drawings showing the mode ot combining the invention with the vehicle, and these not being illustrated in the present case, reference may be made to the prior case for such detaiis.

That may be termed the driving ineinber of the present invention is shown as comprising the engine shaft 14 on which is secured the fly wheel or rotating disk 15. One or more studs 16 are shown mounted on the fly wheel, extending toward the right in Fig. 1, and the heads of these studs are interconnected by a ring 17. The, studs 16 form bearings for the planetating parts to be described and there are preferably several of these, three being shown. Alternating with the three studs 16 are shown three bolts 18 also connecting the fly wheel disk 15 with the ring 17, giving added rigidity to the structure. These described elements 14 to 18 are all rigidly interconnected and may be referred to as an entity namely, the driving member or element ci the combination. Between the driving and driven members is a-ball bearing 19, and a similar bearing is placed betiveen the other end of the driven shaft and an exterior fixed casing 13.

The driven member of the combination comprises the driven shaft 20, in axial alinement with the driving shaft. A cylindrical part or barrel 2l surrounding the driven shaft has its hub keyed to the shaftso that the two are substantially rigid.

Within a small recess or notch 22 in the barrel 21 is fitted the head 23 of a transmitting spring 24, which is thus interposed between the driven member and the intermediate member to be described, so that when the'latter is advanced irregularly, the spring may act as a reservoir for the transmitted energy, from which the driven shaft may receive the rotary energy in a steady or uniform manner. The spring is arranged surround'ng the driven shaft and within the intermediate member. giving a compact construction yet with sufficient length of spring for the purposes described. The spring 24 has an enlarged head 25 at its left end engaging the intermediate member as will be described.

It will be understood that in operation the spring is under constant tension. The impulses transmitted by the intermediate member constantly increase or renew the tension of the spring as the energy is drawn therefrom by the driven member. The spring is of substantial strength yet of such length or construction that several complete turns are possible in putting the spring under full tension. lt is obvious that when working at a heavy load the torque to be transmitted is iat' greater than when the apparatus is running light, and the spring will therefore wind up a greater amount with heavy load than with the light.

The spring 24 hereof is of a speciai structure for a certain purpose. The spring has dilercnt strength or weight at riid'erent parts or convolutions. It thus has the effect of a iight spring coupled in series with a strong spring. For example, the convolutions may be graded in thickness, as clearly seen in Fig. l, and the thinner or more yielding convolutions may ne in the middle part yield would be quite small when the driven load is light. The consequence might be in some cases that during the intermittent period or phase when the spring is not having its tension increased by the intermediate member the driven member might overrun the spring, by rotating sufficiently to more than take up the angular tension or contraction of the spring; the result being that the forward pressure or torque on the driven shaft would momentarily cease or be reversed. It is important to maintain Von the driven shaft a torque which is at least continuous if not entirely steady and uniform. With the illustrated spring the lighter convolutions insure the winding up of the spring by sufficient angular amount to avoid the possible overrunning of the spring by the driven shaft; it insures oontinuous forward torque on the driven shaft even at light loads.

The direction of the convolutions of the spring are such that when it is put under tension through the energy stored therein the elect is to contract the spring. Its diameter grows less, at first in the middle or lighter portions of the spring, with the result that after a certain an lar motion these convolutions are broug t into con tact with the driven shaft or other parts inside the spring, thus rendering ineective the lighter convolutions and, for the purposes of driving against a heavy load, thus 1n effect converting the spring into a heavy and powerful one, operating through its thicker convolutions. The spring is thus rendered self adjustable to the torque and load, in such a way that the total yield o the spring is maintained within practical limits, and is never too small or great for the purposes. Obviously a reverse twisting of the spring would expand it, and the same results could be obtained by limiting the expansion of the lighter convolutions; or the advantageous results of what I may term the compound spring may be secured in various other ways.

I have thus described the driving member of the combination, also the driven member, and the spring by which the energy is transmitted continuously to the latter. Itwill be understood that the driving member may be constantly rotated by the engine, usually Aat the same speed as the engine, but that such speed may vary according to conditions and may be controlled at the will of the operator, in the case of an internal combustion engine by means of the throttle. The present invention has to domerely with the transmitting means betweenthe driving member or fly wheel and the driven member or shaft. I will now describe the planetating, centrii`ugally controlled devices carried around with the drivin member, b which the invention is actuate and then t e intermediate member, which is intermittently advanced by the centrifugal devices and which applies its impulses or intermittent transmissions of energy to the` spring 24 from which, as described, the driven shaft continuously draws power..

Upon each of the planet studs 16 is a planet gear 26, this serving as a movable carrier for a centrifugal weight 27, one such weight secured on each of the wheels. The three planet gears engage and planetatc about a central gear 28, which however is not fixed but is connected so that when advanced it transmits to the intermediate and driven members.

The central gear 28 rotates with, and constitutes part of the intermediate element olf' the invention. It is keyed upon a cylindrieal hub 29, and the hub is keyed to the cylindrical member or sleeve 30, which extends lengthwise of the div shaft, surrounding the reservoir spring 24. The hub 29 is supported on and forms art of a sleeve member 31 directly and loose y surrounding the left end of the driven shaft.

The intermediate member 30 carries two ratchet wheels 32 and 33 for forward and reverse drive respectively, and having oppositely cut teeth. These may be formed in one integral piece with a supporting hub or cylinder 34 which extends to the right for cooperation with reversing devices, it being intended to slide the ratchets axially to render one or the other or both of them operative. Two sets of pawls are'shown, the pawls 35 engaging the forward ratchet and the awls 36 the reverse ratchet 33. All the pawls are shown mounted on the same set of longitudinal carrying studs 37, supported in a non-rotating carrier or frame 38, havin a detachable right side or cover 39 for tiie purposes of assemblage, the studs 37 constituting bolts for holding together the parts of the frame or casing. In order to hold the frame concentric with the intermediate inember it is provided with a hub'40 integral with the casing 38 and a hub 41 integral with the casing cover 89,. these hubs engaging loosely on the parts concentrically within them respectively` These parts are positioned against endwise movement by a rib 42 outstanding from the intermediate sleeve 30. A y

Each of the pawl carryingstuds 37 is shown as carrying two pawls 35 and 36 and these pawls are somewhat spaced apart on the stud by means of a spacing washer 43.

Each pawl 35 has an outstanding pin 44 and each pawl 36 a pin 45, and springs 46 are stretched connectingly from pin to pin so that each spring presses on two pawls for yieldingly forcing them in contact with their respective ratchets.

The pawl carrier or casing 38 is non-rotating, and substantially stationary, and the purpose of each set of pawls being to permit the intermediate member to be rotated in one direction while preventing its rotating reveisely. I have found that the action of the invention is rendered more smooth, quiet and efficient if the pawl carrier, instead of being rigidly stationary, is slightly relieved therefrom by a fairly stii cushioning means. For example, the carrier is shown as provided with upwardly extending lugs 48, supportin a pin 49, on which are connected opposite y acting strong coil springs 50, adjusted to a considerable teusion through bolts 5l anchoring their oppositie ends to the fixed outer casing 13.

In Fig. l both sets of pawls are shown engaging their res ective ratchets v and therefore the interme iate and driven members are locked against rotation. This adjustment mayl be useful, for example, when the vehicle is in the garage, and during this adjustment it is possible to operate the engine and planetating devices at testin speeds. For forward drive the ratchet an pawls 32 and 35 are allowed to remain 1n engagement and the others disengaged, and vice versa. For this purpose the combined ratchets are adjusted axially by means of their extension sleeve 34. This sleeve is shown as provided with a circumferential groove 52 engaged by opposite roller studs 53 provided on a fork 54' fixed to a shaft 55 from which extends a handle 56, by the swin ing of which the reversing adjustment may e effected. The actual removal of one set of pawls from their ratchet is by 'an annular cam 57, which in Fig. 1 is seen between the toothed ratchets 32 and 33 and opposite the pawl spacing sleeve 43. Thus for forward driving it is only necessary to throw the handle 56 to the right in Fig. 1 which throws the cam 57 to the left, the cam thereby coming, beneath the reverse pawls 36, as will be clear from Fig. 4, and holding them outwardly in inoperative positions. The forward ratchet 32 with its pawls 35 remain operative, so that the intermediate member can be rotated forwardly by successive impulses but is prevented from rotating reversely.l lhereby the alternate thrusts of the pu sating'centriiugal weights 27 are transmitted through the ears 26 and 28 to first rotate forwardly t 1e intermediate member, thus charging the spring with energy, then acting reversely, but without return movement of the intermediate `member, since the pawl and ratchet prevents this.

In connection with the spring hereof, which changes in diameter as it is put under stress, I have provided a series 0f loose bearing rings 60, these being shown surrounding the driven shaft, and v adapted t0 forma, stop or abutment against which the contracting spring contacts. This improvement facilitates the action of the spring, since the contraction of the spring against the bearing rings 60 does not impede the further play of the convolutions of the sprin the rings rolling and thus avoiding any inding effect on the spring, or any clutching action, such as would sometimes occur if the spring were contracted directly upon an integral shaft or sleeve. This expedient also preserves the driven shaft against injury by repeated clutching actions of the spring upon its surface, and avoids impeding the proper rotation of the driven shaft. At the end of the series of roller rin 60 is a tapered ring 61, the larger en of which engages snugly with the right end of the reservoir spring, while at the other end of the series the sleeve member 31, similarly tapered performs the saine function. l

An important feature is the` co-action of thc pawls and ratchets herein shown. For example, taking the awls 35 and ratchet 32 it will be noted t at the several awls act not simultaneously but successive y in engaging the teeth of the ratchet. This is effet-ted bythe spacing `of the pawls with relation to the teeth. One of the awls is shown engaged, and others in iferent stages toward engagement. The effect of this multiple pawl arrangement is to afford a quick action giving immediate gripping so 'as to prevent an appreciable turning back of the interrne iate member when lie transmitted impulse reverses its direclOn.

.In describing the operation of the mechamsm hereinabove described I shall assume the case of a motor vehicle ropelled by internal combustion engine, a though it is not intended to restrict the use of the invention to such machine.

The problems of motor vehicle transmission are largely due to the conditions introduced by the use of the internal combustion or gasolcne engine. Such engine constitutes perhaps the most advantageous source of power for motor vehicles. It is also true that in the most usual type of resent day motor vehicle the application ofp this ower for driving purposes is accomp ished through what is well recognized to be a mechanical makeshift, namely the transmission gears, with a friction clutch between the engine iy wheel and gears. It is necessary to use this makeshift on account of certain euliarities of the gasolene engine. In the rst place the engine must be run at a certain speed, not only to develop power but even to exert effective torque. Therefore it becomes inherent that the engine must be in rotation before it is connected to the machine that it is going to' drive. This is thefirst reason for the friction clutch. In the second place a gusolene engine of rea sonable p ortions for motor vehicle requirements 1s not capable in itself of delivering suiiicient torque, or in the right way, to meet necessary road or driving conditions. nsequently a gear transmission is ein ployed to give the engine the required inechanical advantage. t is necessary for the operator to shift these gears to change the speed ratio and overcome various driving conditions. In order to shitthe gears the engine must first be disconnected from the saine, which is the second reason for the friction clutch. It is obvious that if enough gear changes to ,meet all the various road conditions Were sulpplied the operator would have an extreme y inconvenient machine to handle. As a matter of practice with only the customary three speed gear shift, designers endeavor to so construct the machine that gear shifting is eliminated as much as possible. This is a compromisebetween the necessary resulting evils, and is usually at the cost of engine eiliciency. It means a comparatively high speed engine with a large ar reduction at the .rear axle. My invention, tirst of all, eliminates-al1 gear shifting'but still embodies the requirement of giving the engine the necessary mechani cal advantage. This is accomplished by the fact that as the weight is drawn from the outside to the inside position against centrifugal force, which force is exerted as tor ue on the driven shaft it is endowed with a potential energy due to this change of position. This potential energy is used up, as the weight moves from the inside to the outside position, and delivers an assisting torque to the drivin parts, using the stationary element, ratc et or pawl, :isa fulcmin in exerting this foro e. It is this delivery of energy to the driving parts through the stationary element that gives the .required mechanical advantage, and the high torque delivered to the driven shaft.

Despite many suggested forms of transmission the prevailing one today is that in which a clutch is disengaged, gears then shifted by control levers to alter the ratio, in a step by step manner1 followed by reengagement of the clutch, the engine being throttlerl during these operations.V The described shortcomings of such mechanisms are notorious, and I believe have not been sntisfuctoril y overcome. The present inven tionl is believed to be on wholly novel principlcs and to secure the several advantages -and avoid the drawbacks hereinabove referred to.'

etating rotation o of torque required by the Indescribing the forward driving action .driven and intermediate tparte including the central :gear.28"were hel absolutely against rotation it is clear that the planetating rs 26 would merely rotate about their stuaas they are vcarried bodily around with the driving parts. Without the centrifugal whts, or other retarding of the rs w` d simply freely planetate. ehe presence of the centrifugal weights 27 renders the mechanism operativefor driving. This, of course, refers to the phase of operation in which the weights are bein forced inwardly, toward the main axis cir the system. The centri force pressing each wei ht* outwardly will be ve considerable w en the fly wheel is at lu' speed of rotation, and this force on each mass or weight 27 increases in ro rtion to the square of the rotary spee o the fly wheat-it will be obvious that the centrifugal force, tending to rotate the' ars clockwise directly opposes the lo on the driven shaft and central ar, which tends 'to compel the counter ockwise rotation of the planetating gear. By opposiiifg and'reducing the lanthe gear the centri gal action operates to start the driven arts into rotation or increase their speed. ometimes the centrifugal forceo the weights is suilicient to prevent any plniietating inotion, inwhich case the central gear and intermediate and driven parts will turn at the full speed of the Hy wheel, everything rotating together substantially as though locked, thus giving unitary speed ratios, I

with absolutely quiet and eilective trans-` niissioii free from interior play of mechanism. i

Durin such full speed driving the condition o the interior parts ma be silbstan` tially as follows: Fig`s.l1 an 3 show the weights 27 s at their outermost point, but under the conditions stated they will stand in a different position, rotated sli htly counterclockwise. force Vwill have no rotary effect; with the weightshifted around so that the radius through its center of massstands about 45 degrees counterclockwise, the centrifugal pull will effect a substantial pressure against the tendency of the load to planetate the weights. The angular position -stated 'is taken merely at random as the radius might stand at substantially any position between the most outward position and one at right angles thereto. Under any iven conditions riven shaft the As shown, the centri igal ien ing'V self adjustment o f the weight u'ntil the increasing centrifugal effect a inbalans the load. Unit raln'o drive continues through such variations and adjustments as long as the -resistance of the load, and the consequent torquedemanded, are not suiiiciently ntto compel the lanetating action o the weights which te place with reduced ratio drive.

When the driven shaft load is increased to a int too great to be thus driven at full spec under anyv given condition the speed ratio reduces, which means that the central ar rotates slower than the ily wheel, so that t e planetating gears will rotate on their studs` com elling the wei hts 2,7 to move .inward an then outwar y. It is the action under this reduced ratio diive,` with the weights movingfvinwardly and outwardly, that. I ain about to describe.` The present invention is such that self adjustment takes lace and whatever the conditions of the oad the necessary torque will always be provided, while at the same time the l possible speed will always be alforde that is available withthe requisite torque. Those adjustments take lzvlacewithout` lthe need of human action, thesheft slowm doivey to the most advantageous speed an receiving the necessary torque .to overcome the rond conditions; although the operator may of course supplement the readjusment of conditions by means of the throttle, opening. it to create increase torque and speed and vice versa. i

The mechanism hereof when operatingat reduced ratio may be described in one aspect as follows: It comprises the planetating weight which is mounted on the drivin member so as to travel around with it an capable of moving inwardly and outwardly, toward and from the main axis of he mechanism, subject to the constant outward pressure 'of centrifugal force. With this is cornbined a train of connections, the gears 26 and 28, or any other suitable mechanism, connecting with the driven shn't, such that the resistance of the driven shaft when it is rotating slower than the fly wheel causes the weightto be drawn inwardly, yielding against the pulll of centrifugal force, the opposition of the centrifugal force effecting thel drive of the driven member. This is the first phase. ln the second phase, after the weight has reached itsl most inward point the ccntrifugal force rcasscrts itself thus movingtho weight forcibly outward. The connections eatest between the intermediate element and the driven shaft, stores and gives u power so ns to give eteadiness of driven s ft rotation notwithstanding intermittency of advance of the intermediate element.

On its return or:v

outward movement lthe weight cooperating with the stationary element,

which delivers energy to the driving menibei' or fly wheel, thrusting the ,same forwardly, thus conserving the energy and increasing the speed and torquein a manner to beh-- efit the transmission to thc intermediate and driven members, resulting in substantially increased tor ue in the'latter, accompanying the reduc eed ratio.

In this action the inward and outward play of the centrifu alV weight, and the substantial' action o centrifugal V force thereon, are the essential factors. This is especially true inesmuchas the centrifugal force is very considerable, much more so with modern high speedenginee, the actual force increasing as the square of the speed1 so that we are dealin with a substantial transmitting force, which forms an effective and quiet part of the transmitting means between the driving and driven shafts.

I believe I am the first to produce a transmission mechanism u on these principles. The' operation of the weight while influenced by centrifugal force, as a transmitting means, is not to be confused with the minor inliuence reduced by the revolution of the wei ht a out lits stud and the push and pull irectly upon the stud thereby effected. While there might be a certain effects e reaction tendency to accelerate or retard the ily wheel, and a certain effect onpthe driven parts b the inertia of the weight .as it `moves orwardly and then reversely, these actions are negligible because the planetatin weight is only a smallfraction of the weig t of the fly wheel, and because any forces therein, other than centrifugal force about the main axis, are insignificant as compared with the centrifugal force about the main axis when the fly wheel is rotating at modern high spcds. It will be noticed that the weights I? are large enough to reduce considerable centrifugal force, an their planetntingcenters are placed as fnr out ns possible from the main axis so as thereby to five greater centrifugal force. The modern igh speed engine, driving the fly wheel hcrcof, will moreover give four times the `centrifugal force as one rotating at half the speed.

The cyclc of actions may be divided into two phases, :is already stated, the weights iii) VThe intermediate movin toward the main exis during substantie y a half rotation, resistance b y centrifu force, after which the action of centrifugal force is reversed, the weights moving outwardly. During the inward motion ,or transmitting phase the weights are reterdiug the planetating gear and thereby compellin .forward driveof the intermediate mem er. During the second or restoring phases the centrifugal force wouldvtend to increase the planetat rotation .and reversely drive the intel-me iate 'inember the pawl and ratchet coming into action however to hold the latter against such reverse movement. .In the first phase the driving of the intermediate member increases the tension of and delivers energy into the spring. During ythe second phase the effect of centrifugal force turnin the planetating gears causes a forward t rust on the fly wheel, so that the energy is not lost but is in fact multiplied, givin@ increased torque to the intermediate and driven parts. The critical points or dead centers where the action changes from one phase to the other -will be near the extreme inward endf'ou',-

ward points oi travel of the weights, but not necessarily exactly et such points as the same may be influenced by the counter' pressure of the spring and other iniiuences. As the weights start inward on the first hasenf action the effect of the centi-iin al orce is et dist zero, but increases rapi y es the direction of the centrifugal force shifts laterally from the planetating center, until a point 1s reached where the resistance of this force is suliicient to overcome the resistance of the load on the driven shaft, or the pressure of the spring on the intermediate parts, u on which the latter will he rotated forward y and high torque transmitted, which, through the sprin continuously acts upon the driven sha through both phases of operation. The described alternation of phase continues through cycle after cycle without causing appreciable vilirution und without substantial loss of energy.

The function of the spring' 24 between the intermediate gear 28 and the driven shaft 20 will now be better understood. )erts ere alternately anein ed hv the pew. :uid ratchet and driven o centrifugaliy re 'The spring is mtly under a stress, dependent on on the'torque or rcs anco oli'ered 'il' l driven paris. in cach c vcle tile sprintf he operated at the driving end to strain the spring and store energy. `while at thc other end the driven parts dmv.' upon the spring tor the energy required w drive the vehicle, giving 'tl'ieilefore o, continuous and substantially Uniform S .Nr

lill, @Edd 21.-.1'.

n'llitli Will speed. -The spring may be s, resilient element of any type and in any location 'between the. intermediate member and the vehiwleels. With nachine., cotxlilceiv t e sprlng cou ispense wi or replaced by e substitute.

With this invention therefore the driven shaft' can be driven at less "renter torque than the riving shaft. innipunun uw amare enables che vehicle to be rought to anydesired speed poible under any existing conditions, and thereafter the readustments of speed ratio and torque are sef acting. The adjustment is lcontinuous, without the objections of step-by-step adjustments. With this invencion a quite low speed ratio, with corres lending high torque, is attainable; because tie turning moment which may be imparted to the driven 'shaft 'is porportional to the centrifugal force acting rrpon the weights 2. The centrifugal force ina-y be greatly increased hy s ceding up the engine, doubling the speedp giving four times the force. Raising the speed from 150,15@l 1000 multiplies the torque by 45. The most'varying conditions therefore can. be met, and the entire adjustment performed by manipulating; the throttle.

The spring 'will be'maintained under a fairly uniform tension because the period ot' transmission is the major part of the cycle of action. The inward movement of ti e weights, and the uccompan ing rotation-v of the planeteting gears, are re ntively slow, and may continue over many complete rotations of the fly wheel, during the whole of which time driving en'er will be transmitted to the spring. During the second or retnrn'phase of action there is no energy being transmitted 'to the spring but this phase is very brief in oint of time es the weights move outward y rapidly, inside of a fractionof a rotation of the iiy wheel.

4The torque transmitting action is therefore continuous with the exception of occasional short periods of suspension of action. during which the intermediate parts are anchored and the plnnetating elements are quickly readjusting themselves for further transmitting action. ilith a very low speed ratio the brief suspensions of transmission will occur more frequently, hut for all ordinary ratios the mechanism is actually transmitting poner to the intermediate member for the mejor portion ci the time. When the centrifugslforce becomes relatively so great Vas to give unit ratio this in effect indefinitely prolonge the transmitting' period and eliminctes suspension of drive.

il vehicle containingthis invention may hc started into motion with great ease of action. The engine starts freely at iow speed, the centri Fogel force then beinlf negligible. The throttle is gradually opened ed end with Y oroe becomes ter and aber imtil the point is reache where the intermittent for+ ward thrusts become suiiicient to advance l the intermediate member. If the vehicle '1 the intermediate member with greater and,-

be standing against a resistance it wilbremain stationary until the increased torque of the engine, operating throughu the centrifugal weights, will transmit rotation to eter power, as the throttle is opened, un;

til the torque overcomes the load on the driven. shaft. In the case of a vehicle runabout twenty-ve milesv per hour on a lldi'l road with the engine say at 1000 R. P. M. there will usually bedevelo edsuilcient torque to turn the driven sha t at unitary ratio, the centrifugal force-oi the weights being more than sufficient to deliver the n torque without lanetating through the two phases descri y a considerable u' rade so that the driving torqueis not cient to propel the vehicle at unitary ratio a change of actionv takes place to 've the necessary torque. vThe addedlo rstt'einporarily decreases the engine speed. This in turn reduces the centrifugal force and the weights are no longer able to resist their tendency to planetate. The weights are drawn inwardly,passing their neutral second phase, 1n which they deliver tothe ily wheel or engine a forward impulse. This enables the engine to again speed up, thus increasing its eiciency, and since, moreover, ener impulses are bein delivered by the centri gal force to the y wheel, the torque of the driven shaft or engine will be increased. 'As the described readjustment takes place, the speed of the driven shaft has become reduced in inverse proportion to the increase of torque. In consequence of these actions a condition of balance between the driving and driven shafts will be automatically reached,and under the readjusted conditions, the vehicle going uphill, the engine will turn with greatentorqumdelivering the greater enerA to' theA driven shaft, but at a lower spee ratio. As the vehicle approaches the crest of the grade whore the torue requirement is reduced, a resultin rea justment will take place by reason o the, planetating gears urning more and more slowly, due to the reduction of force required to turn the springend driven shaft. As soon as the centriu l force of the weights counterbalanccs thel force requisite to turn the central gear and drive the vehicle, the planetating gears may again cease to rotate, the mechanism coming again to unitary ratio.

From the above explanations it will further be obvious that it is impossible with my invention to accidentally stall the engine, this being due to the fact that, as the I'f the vehicle now reaches osition, and entering their' the first action wi 'be a tendency of t e engine to race, upon which it is merely necsa to shut downthe engine throttle.

us, it is seen that for' all conditions. of forward driving the speed of the vehicle may be controlled by merely regulating the engine" throttle, the torque driven shaft being automatical y adjusted to meet the requirements, and this being accomplished without the necessity of any manipulation of the pedal or hand lever.

For the purpose .of reversely driving the vehicle the hand lever 56 is to bethrown forwardly that is to the left in Fig. 1, thus shifting the ratchet member to the right, the cam 57 rendering the pawls 35 inoperative and allowing the reverse pawl and ratchet 33, 36 to come into play. action is then simply the reverse of the forward drive, the driven shaft being thrust reversely in one phase and the awl and ratchet holdinv the parts inthe ot er phase of motion of the centrifugal weights.

The present invention is believed to be novel in many aspects. The underlyin principles are believed to be new in this an my prior application already mentioned. A though I ve shown a complete mechanism with many features of preference, the underlying principles are considerably broader than the mechanism shown, so that I. desire to claim many features of principle, combination and subcombination irrespective of the precisemechanism shown. For example, the centrifugal weights are shown as mounted on planetating members for guiding them in their in` and out movements, but the may be guided in various other ways. T 1e urpose of the weights is to constitute a yiellding or non-positive connection as part of the transmission between the driving and driven shafts; Broadly these could be replaced by springs, as devised by me in a diii'enent embodiment, capable of bein put under varyin degrees of tension, an arranged alternate y to urge forward the driven member and then the driving member while the driven member is held, so that there is no loss of energy. The particular pawl and ratchet herein shown could be replaced by other one-way devices such as the hydraulic device shown in my said prior application.

It will thus be seen that I have described a power transmission method and apparatus embodying the principles and attaining the objects and advantages of thc present invention. Since many matters of construction, arrangement, combination, design and detail may be variously modified without uired by the departing from the principles involved, it is not intended to limit the scope of the resent invention except in so far as set orth in the appended claims:

What is claimed is: V

1. A variable speed transmission apparatus comprising in combination, a rotating driving member, a yielding and reasserting device carried on said driving member, a rotatable driven member, and a train of connections, between said device and the driven member, including a one-way device controlling the same, whereby rotation is transmitted through said first device, in one direction only, to the driven member, and means for cushioning the action of said one-way device.

2. Apparatus as in claim 1 and wherein the one-way device consists of a pawl-andratchet, one of the members of which is stationary and the other carried by the rotating parts, and the cushioning means being applied to the stationary member.

3. In combination, a driving member, a driven member, a member intermediate the two, means whereby the driving member intermittently drives the intermediate mem` ber, a one-way device preventing reverse rotation of the intermediate member, and a spring device between the intermediate and driven members, characterized by the spring device having a portion of light resistance and a portion of heavy resistance, whereby a comparatively small tor ue will act through the sprin portion o light resistance to advance t e intermediate member Suieiently ahead of the driven member so that on the succeeding phase of operation when the intermediate member is maintained stationary the driven member will receive torque from the intermediate member (through the spring device in one direction only, whereas in case of arge tor ue the spring portion of heavy resistance ecomes active.

4. A variable speed transmission apparatus comprising in combination, a rotating driving member, a rotatable intermediate member, a train of connections, between said driving member and the intermediate member, whereby rotation is transmitted intermittently to the intermediate member, means preventing reverse rotation of the intermediate member, a driven shaft, and a transmitting spring between the intermediate and driven members, the same being compound, with a relatively flexible portion that yields sufficiently to ensure continuous forward transmission, and a relatively stiff portion adapted to o erate when the transmitted torque is hig the ilexible portion arranged to become taken up and inopera- .tive after a predetermined extent of yielding.

5. A variable speed transmission apparatus comprising in combination, a rotating driving member, a rotatable intermediate member, a train of connections, between said driving member and the intermediate member, whereby rotation is transmitted intermittently to the intermediate member, means preventing reverse rotation of the intermediate member, a driven shaft, a graded transniittin spring between the intermediete and r riven members, the same being helical, and means for limiting the yield of the spring under strain, comprising separate circular members, as rings 60, arranged concentrically with the spring.

6. Apparatus as in claim 4 and wherein the means for the taking up of the fiexible spring portion consists 1n a series of rings concentric with the spring.

7. Apparatus asin claim 3 and wherein a series of loose rings are arranged adjacently to and concentrically with the light resistance portion of the spring, adapted to be contacted by the spring upon excessive strain.

In testimony whereof, I have aixed my signature hereto.

JOHN REECE. 

